Internal-combustion engine



J. R. SIMPSON.

-INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JUNE 1. 1915.

1 3 9 5 Patented Aug. 9, 1921.

11 van-f of- (IR Sim 05022 Q VH com/5 PATENT OFFICE.

JOSEPH RYAN SIMPSON, OF LONE OAK, TEXAS.

INTERNAL-COMBUSTION ENGINE.

Application filed June 7, 1915.

To all whom it may concern:

Be it known that I, JOSEPH R. SIMPSON, a citizen of the United States, residing at Lone Oak, in the county of Hunt, State of Texas, have invented certain new and useful Improvements in Internal-Combustion Engines; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to internal combustion engines and particularly to an improved ignition system therefor.

The object of the invention resides in the provision of an improved construction for effecting the ignition of internal combustion engines in which the fuel in the compression chamber is ignited through the medium of the explosion. of a different fuel of a more highly explosive nature which is fired in an explosion chamber communicating with the compression chamber of an explosive engine. 4

A further object of the invention resides in the provision of an improved construction for effecting the ignition of internal combustion engines whereby a low grade of volatile fuel may be fired in the compression chamber with regularity.

A still further object of the invention resides in the provision of an improved construction for effecting the ignition of the charge in the compressionchamber wherein the igniting element is removed from the compression chamber so as not to become fouled by lubricating oil and carbon deposit.

With the above and other objects in view the invention consists in the details of construction and in the arrangement and combination of parts to be hereinafter more fully described and particularly pointed out in the appended claims.

In describing the invention in detail reference will be had to the accompanying drawings wherein like characters of reference denote corresponding parts in the several views, and in which- Figure 1 is a vertical section of a twostroke cycle engine showing the invention applied, the parts being in the position they would occupy when the piston of the engine is at the limit of its down stroke;

.nig. 2, a View similar to Fig. 1 with the piston of the engine at the limit of its com= pression stroke;

Specification of Letters Patent.

Patented Aug. 9, 1921.

Serial No. 32,669.

Fig. 3, is a vertical section of a four-stroke cycle engine showing the invention applied, and with the piston at thelimit of its intake stroke, and

Fig. 4, a view similar to Fig. 3, with the piston at the limit of its compression stroke.

Referring to Figs. 1 and 2 10 indicates the cylinder of the engine and 11 the piston reclprocating therein. The cylinder 10 has formed therein the usual exhaust port 12, and by-pass 13. The piston 11 divides the cylinder into a compression chamber 1 1 and a fuel intake chamber 15. The passage of regular fuel into the chamber 15 is controlled by a valve 16 and the fuel passage 16 and such fuel is forced from the chamber 15 to the chamber 14 by the piston 11 in its down stroke by way of by-pass 13 all in the usual and well known manner. Mounted upon the end of the cylinder 10 remote from the valve 16 is a casing 17 which communicates with the chamber 14: by means of a port 18. This port 18 is adapted to be closed by a piston 19 which is connected to a larger piston 20 by a rod 21, said piston 20 moving in the casing 17. a by-pass 22 in which is located a spark plug 23 for igniting the charge as will hereinafter appear. Connected to the casing 17 is one end of a pipe 24, the other end of which is The casing 17 is provided with connected to a carbureter 25 for feeding 1 highly explosive fuel to the casing 17. Secured: to the pipe 2415v between the carbureter 25 and casing 17 is one end of a pipe 26, the other end of which communicates with the chamber 15 adjacent the end of the cylinder 10 in which the valve 16 is mounted. Mounted in the pipe 24: between its connection with the pipe 26 and the carbureter 25 is a check valve 27 designed to permit passage of fuel from the carbureter 25 to the casing 17 and to prevent movement of fuel in the opposite direction.

Assuming that the charge in the compression chamber 14 has just been fired it will. be obvious that as the piston 11 moves down the fuel in the chamber 15 will be forced through the by-pass 13 into the chamber and also forced to a certain extent through the pipe 26 so that the fuel in the pipe 24 which has been supplied from the carbureter 25 will be compressed in the casing 17, the port 18 being closed by the piston 19 owing to excess pressure on the piston 20. The fuel in the casing 17 will pass through the bypass 22 into the space between the pistons 19 and 20. As the piston 11 commences its compression stroke, the pistons 19 and 20 will be moved to the position shown in Fig. 2; and when the piston 11 reaches the limit of its compression stroke, the fuel in the by pass 22 and between the pistons 19 and 20 will be exploded by the spark plug 23 in the usual manner and the ignition of this fuel will in turn ignite the fuel contained in the chamber 14 to effect the operation of the engine.

Referring to Figs. 3 and 4 wherein is disclosed a four-stroke cycle engine the cylin der 10 has mounted therein the usual intake and exhaust valves 28 and 29 respectively. Communicating with the compression chamber 14 through a port 30 is a pipe '31 which is attached to a carbureter 32 designed to feed fuel of a highly explosive nature. Mounted in the pipe 31 is a spark plug 33 and a check valve 34, the latter being disposed between the spark plug and the carbureter 32.

In operation it will be obvious that on the intake stroke of the-piston 11 the basic fuel will be introduced into the chamber 14 through the valve 28 and the suction created by the intake stroke of the piston 11 will also draw fuel from the carbureter 32 into the pipe 31. On the compression stroke of the piston 11 the check valve 34 will close and the fuel in the pipe 31 will be compressed. At the proper time the fuel in the pipe 31 will be fired by the spark plug 33 and the firing of the charge in the pipe 31 will in turn fire the charge of basic fuel in the chamber 14.

Through the medium of the construction heretofore described it will be obvious that it is possible to start the engine on low grade fuel without any part of the engine being previously heated.

What is claimed is 1. In an internal combustion engine, the combination with a cylinder having a valved fuel intake at its lower end, an exhaust at its midlength, and a by pass between the intake and exhaust, and a reciprocating piston; of a casing communicating with the cylinder through a port in its upper end, an auxiliary carbureter, a pipe therefrom communicating with said casing, a check valve in this pipe, a branch pipe from the lower end of the cylinder to said carbureter pipe between the check valve and casing, pistons in the casing rigidly connected by a rod, and sparking means within the by pass of this casing, the whole for operation as described.

2. In an internal combustion engine, the combination with a cylinder having a valved fuel intake at its lower end, an exhaust at its midlength, and a by pass between the intake and exhaust, and a reciprocating piston; of a casing havinga bore of two sizes connected by a by pass, the end of the smaller bore communicating with the cylinder through a port in the upper end of the latter, an auxiliary carbureter, a pipe therefrom communicating with the larger bore of said casing, a check valve in this pipe, a

branch pipe from the lower'end of the cylinder to said carbureter pipe between the check valve and easing, pistons of two sizes in the bores of such casing rigidly connected by a rod, and sparking means within the by pass of this casing, the whole for operation as described. 7

In testimony whereof I my signature, in the presence of two witnesses.

R. S. PATTERSON, W. A. REEVES. 

